Fluid pressure brake



April 20, '1937. J. c. MCCUNE FLUID PRESSURE BRAKE Filed June 4, 1935 INVENTOR JOSEPH @.MQGUNE BY ATTORNEY SY o i Y 5S NS Patentedpr. 20, 1937 UNITED l-, srAri=;s

PATENT OFFICE 2,077,949' FLUID PRESSURE BRAKE Joseph iC` McCune, Edgewood, Pa., assignor to y The Westinghouse Air BrakeCompany, Wilmerding, Pa., a corporationof Pennsylvania Application June 4, 1935, serial No. 24,861

14 claims. (c1. soa-1s) This invention relates to control apparatus for controlling iiuid pressure brakes adapted for use on railway vehicles. Y

It is t-he principal object of this invention to provide a brake system which incorporates means and release of fluid to and from the brake cylinderfor service applications of the brakes, to-Y gether with safety control .apparatus for supplying uid under pressure to the brake cylinder independently of the manually operated f brake valve device for eiecting emergency applications' of the brakes, and means interconnected with the dooncontrol mechanism for rendering the last named means inoperative when the doors are opened.

Another object of the invention is to provide a brake system having a manually operable brake valve device for controlling the supply and release of Huid under pressure to and from the brake cylinder for effecting service applications of the brakes, together with a pair of pressure responsive means controlled by the pressure of the iiuid in the safety control pipe for supplying fluid under pressure to the brake cylinder for eiecting emergency applications of the brakes, one of said means being rendered inoperative on a predetermined service application of the brakes, the other of said means being rendered inoperative when the doors are opened.

A further object of the invention is to provide a brake system incorporating means controlled by the opposing pressures of the fluid in the safety control pipe and in a reservoir for supplying fluid under pressure to the brake cylinder on a reduction in the pressure of the iluid in the safety control pipe, whereby iiuid is supplied to the brake cylinder very quickly upon a reduc` tion in the pressure of the fluid I-in the safety control pipe.

Other objects of t-he invention and features of novelty will be apparent from the following description taken in connection with the accom'- panying drawing, the single ligureA of which is a diagrammatic view, largely in section, of a brake system incorporating my invention.

, Reerring -tc the drawing'it will be seen that this system comprises a brake valve device I,

which is of the' self-lapping type, a brake cylinder 2, a reservoir 3, a ldoor engine 5, a iluid pressure operated valve device 1, a manual control device 8, and a door engine control valve il.`

The brake valve device I, which is of the selflapping type, comprises a casing having a main section I2, a valve section I4, an emergency section I5, and a. pipe bracket section I6 by means of which the brake valve device is secured to the frame of a vehicle. The casing sections I2, I4 and I5, when secured together, define a pressure chamber I8 which communicates with the brake cylinder 2 by way ofv a passageand pipe 20.

The valve section I4 is provided with a valve chamber 2l which is' in Vconstant communication with the reservoir'3 by way of the passagey and pipe23, and which contains a supply valve element 25 whichV is urged to its seat by a coil spring 26 and which controls communication between the valve chamber ZI and the pressure chamber The valve section I4 is also provided with a piston chamber 28 in which'is mounted a piston 29 which hasformed therein a valve chamber 30 which is in constant communication Vwith the pressurek chamber I8 by way of a passage 32.

The valve chamber 3U has positioned therein arelease valve element 34 which is biased to the unseated position by a coil spring 36, and when the valve element 34 is in its unseated position the valve chamber 30 is in communication with the atmosphere by way of the passages 38, the piston chamber 28 and the passage 40.

The piston 29 is subjection one side to the pressure of the uid in the pressure chamber I8, and on the other side to the pressure of the coil spring 4I which extends between the piston 29 and an abutment 42'.

The abutment 42 is provided with a central bore 44 adapted to receive a reduced extension 45 o1' the piston 29 while a regulating screw 46 is adapted to extend into the bore 44 to limit they amount of movement of the pistonv 29 to the left as viewed in the drawing.

`For actuating the supply valve element 25 to its unseated position and the release valve element 34 to the seated position there is provided a mechanism including a lever 50, which is securedintermediateits ends by a pin 5I to a floating pivot carrier` 52, which is slidablymounted in a bore 54 inthe valve casing section I4 and in a guiding lug 55 formed integral with the main casing section I2.

A stem 51 is pivotally secured to the lower end of the lever 50 and extends into a bore in the end of the supply valve element 25, while a roller 58 is pivotally mounted on the other end of the lever 50 and is adapted to engage the rounded end of the release valve element 34. Y V

The springs 26, 36 and 4| are of diferent valuesl the spring 26 being of greater resistance than 'the spring 36 and being of less resistance than the) spring 4I.

When the oating pivot carrier 52 VVis moved-to vspring 975 to aposition to permit communication the left, as viewed in the drawing, the lever 50 will pivot on the pin 5| and the release valve" element 34 will be movedA to the'flleft]` against the pressure of the spring 36 'so'as to Close the passages controlled thereby.

On engagement of the release 34 with its seat, and on further movement 4ofthe" floating pivot Ycarrier 52 to the left,l theleverf50 will pivot on the axis formed bygthe -roller v58 and the supply valve element 25 willbe moved to the left to open the passage leading from the reservoir 371:0 the brake cylinder 2 through the.

pressure chamber I8. `The spring 4I is of such value, and the lever 50and the associated members are so proportioned that-movement of the iioating pivot carrier 52 does notaifect the position of the piston 29. 1 f

yFor actuating the oating pivot carrier 52 there is provided a lever 60 which is loosely mounted on a shaft 6| which is journaled in the main casing section I2 and which projects,

Y through the casing section wall and hasthe lever 63 rigidly secured on Vthe outer :end thereof. A lever 64 is rigidly lsecured on the shaft Bland is provided with a lug or projecting portion 65 which overlies a portion of the 'lever 60 sothat when the lever 64 is movedl in a counterclockwise i direction, as viewed in -the drawing,'the lug 6,5v

will engage the lever 60 and causeittomove the oating pivot carrier 52.v A suitablestop 61-en-" gages a portion of the lever 60 to limit move- 4ment of this lever in the clockwise direction. Y

The lever 63, which is mounted outside ,of the main section I2, has the operating member 69 secured to one end thereof,y and has secured to the other end thereof a spring which urges the lever to move in a clockwise direction.

The emergency section I5 of the brake valve device I is provided with a latch block 'which is secured to a rod 16 which has mounted on one end thereof a piston 11 and has the other end thereof slidably mounted in. a bore 18 in a guiding; element 19. For operating the rod 16 and theV latch block 15 to the left there is provided a piston 8| disposed in a chamber'82 and adapted to engage the piston 11 which is secured on the rod 16.

Fluid under pressure is supplied to-thechamber 82 from the safety controlpipe 85 byway kof Ya passage 86, and as long as uid under pressure is suppliedV tov the chamber 82 at a pressure suflcient to overcome the spring 88 and thepressurev of the fluid in the Vchamber I8 acting'on the i piston 11, the piston 8| Will maintain theflatchblock 15 and rod 16 inl the :position to the left as. shown in the drawing, but when uid is released n from, the chamber 82 the piston 8| is permitted to the latch block 15 to therightso that the upper portion of the latch block 'I5'engages-the1 lower end of the lever 60 to move it in a. counterclo'ck-f. wise direction The rod 16 is also urgedtoithe 'l Yright by the pressure of the Iiuid in-thepressure l that this chamber is maintained at atmospheric v pressure.

7The brake cylinder 2 is connected to a double check valve1j9| vby means'of a pipe 9.2, and the pipev which communicates with the pressure .chamber I8 is connected to the chamber of the double check valve 9| at one side of the valve e1ementL,-193,';which is urged by means of the etween theV pipe^20and the pipe 92.

'lfheiuifd'pres'sure operated valve device 1 comprises a casing having a piston bore formed there- :'Pzinin which kismounted a valve piston |0| which is providedwith a sealing gasket |02 which is urged'in'o" engagement with a seat rib |03 by means of a spring,a.|05 and by the pressurer of .the.fluid; inthe chamber, |00 on the spring side of the valve piston so as to cut oif communication between; the@ chamberl .|00A on the right hand side ofithe valve piston |0|, which is in constant communication with the reservoir 3 by way of a pipe and passage |06, and a chamber |08 which is in constant communication with one side of the doublevcheck valve 9| by way of passage |09. The chamber |00 on the spring side of the valve piston |0|communicates by way of the pipe and passage |-|2 with a double check valve II4.

The valve piston |0I. has mounted thereon a.

valve element II8 which is urged to the seated positionby aspring |20 and which controls communicationabetween .the chamber |08 and the atmosphere `by way oi. an atmospheric passage I2 AThe door engine .5 may be of a well known construction, not shown,but comprising a casingv having piston chambers of unequal diameter formed therein in which are mounted pistons.

which-are secured cna stem |25 which. projects fromithecasing and which. may be connected to operating mechanism (not shown) for the doors. The'r chamber between the pistons is constantly connected, tothe. main .reservoir 3 by. means of a pipe |26, and the pressure of the fiuid in this chamber; operating on. the differential areas of the; pistonsmaintains the stem |25 in the door closed position.

The chamber on the opposite side of the larger piston isconnected to the door valve 9 by means ofa pipe |28 which has a 4branch pipe |29 connectedfthereto and communicating with one side of the doublel check valve I4. When fluid under pressure-is supplied to the pipe |28 the pressure of-th'e uid acting on the piston in the door engine-moves-the stem |25 to a position to open the doors.

The door engine-control valve 9 comprises a casing having a passage |30 therein which communicates with the lmain reservoir 3, a passage |3,|to"whichis connected the pipe |28 leading to-,the door engine 5, and an atmospheric exhaust passage. |32.- v@The casing ofthe door engine controlvalve has a-'rotary valve I 34 positioned therein; and: controlled Aby an operating handle |35.

'Ihe rotary va1vew|34 has an angular passage |36 f thereinV which in. one,

with the atmospheric exhaust passage |32, and in another position of4 the operating handle |35 connects; the Asupply-passage `|30 with the passage:-I'3I. Y

'Ihe vmanual control device' comprises a pluposition of the operating f handler|35 connects the pipe |28 and passage |3I ralit'y of casing sections including a principal section |40 and a pair of valve sections |42r and |43, which when tted together ,form a valve chamber in which is positioned a release valve element |41 which controls communication between they valve chamber |45 and the atmosphere, and a supply valve element I 48 which controls communication between the valve chamber |45 and a pipe |49, which communicates Ywith the main reservoir 3.

,The release, valve element |41 is engaged by a washer |5| which vforms a seat for a spring.` |52, which operating through the washer |5| urges the release valve element |41 to the seated position. i

The valve chamber |45 is in constant communication with the safety control pipe 85, which pipe has a branch passage which is connected to one side of the double check valve ||4.= The casing section |40 has pivotally mounted therein on a pin a forked lever |6| which has a hub portion through which the pin extends, and a valve operating finger 62 and a pair of arms |63. Each of the arms I 63 hasa recess |64 formed therein, 'into which extends a coil spring |65 and which normally urges 'the left hand end of the arm upwardly. The ends of the arms |63 have pivotally mounted thereon on a pin |66 a foot pedal |68 which has an arm |10 formed integral therewith and extending between the forked arms |63. Y y

The end of the arm |10 has pivotally connected thereto by means of a pin |12 a link |14 which has its other end pivotally connected by means of a pin |16 to one arm of a bell crank |18 which is mounted on an extension of the casing section |40 by means of a pin |19, while the other arm of'the bell crank |18 has the operating rod 69 secured thereto.

In operation, assuming that the reservoir 3 is charged with fluid under pressure and that there has been an application of the brakes as a result of venting of fluid under pressure from the safety control pipe, the operator places his foot upon the foot pedal |68 and presses downwardly on the heel portion of this foot pedal so that thev forked lever |6| is rotatedin a counterclockwise direction about the pin |60 against the spring |65 and the valve operating finger |62 is moved out of engagement with the end of the release valve element |41 which is thereupon permitted to seat,'while the supply valve element |48 is moved away from its seat by the pressure of the fluid in the pipe |49. Fluid thereupon flows from the reservoir 3 to the valve chamber |45, and therefrom to the safety control pipe which communicates by way of the pipe |55 and the double check valve ||4 with the pipe and passage ||2 which leads to the chamber |00 in the uid pressure operated valve device 1. The pressure of the fluid in this chamber together with the spring |05 forces the valve piston |0| into engagement with the seat rib |03.

Fluid in the safety control pipe 85 also ows to the passage 06 in the brake valve' device I,

and therefrom to the chamber 82 where the fluid" plication ofthe brakes he maintainspressure. on the heel portion of the foot pedal |68 and presses downwardly -on the toe portion-of this pedalr causing the pedal to rotate about the pin. |66, thus causing downward movement of the link |14, the movement of which is transmitted to the bell crank |18 and therethrough to the rod 69, which acting through thelever 63, the shaftA 6|, and the lug 65 on the lever 64 causes the lever 60 to be rotated in a counterclrockwise direction. g q

Movement of the lever 60 in a. counterclockwise direction causes the-floating pivot carrier 52 to' be moved to the left, as Viewed in the drawing, and movement of this carrier first causes the release valve element 34 to be movedto the lseated position `to cut olf communication between the pressure chamber I8 and the atmosphere,1andY further movement of the floating pivot carrier causes the supply valve element 25 to be moved away from its seat and thus permit fluid under pressure vto flow from the main reservoir 3 byv way ofthe pipe and passage 23 to the pressure .cham. ber I8, from which the fluid ows by way ofthe passage and pipe 20 to the double check valve 9|,

and therefrom by way of the pipe 92 to the brake cylinder 2 to effect an rapplication of the brakes.

When the pressure in the pressure chamber I8 increases to a sufficient value,.dependent ,upon the distance which the floating pivot'carrier has been moved, the pressure of the fluid acting on the piston 29 movesths piston to thev left, as

viewed in the drawing, .against the pressure of the spring 4|, and on movement of this piston,

the spring 26 forces the supplyvalve element 25 to the seated position to cut off thev further flow of fluid to the pressure chamber |8, and consequently to the brake cylinder, so that the brake cylinder pressure obtained corresponds withthat in the pressure chamber.

If the operator desires to increase the degree of application of the brakes he 'presses down somewhat farther on the toe portion of the foot pedal |68 so as Ito effect a greater amount offrotation of the lever 60 to move the oating rpivot carrier 52 to the left a greater distance. This causes the supply Valve element to again be unseated, and it will remain unseated until the pressure in the pressure chamber |8 increases sufciently to move the piston 29 against the spring 4| a distance suiicient to again permit the supply Valve element 25 to be moved to the seated posi;

he may do so by maintaining pressure on the heel portion of the foot pedal |68, while releas-V ing pressure from the toe portion of thefoot pedal, thus permitting the pedal to rotate in a counterclockwise direction about theA pin |66. This movement on the foot pedal is transmitted by means of the link |14 and the bell crank |18 to the operating rod 69 which permits the lever 50 to move in a clockwise direction. On movement of the llever 60 in a clockwise direction, the

floating pivot carrier 52 is permitted to move tol the right as viewed in the drawing and on this movement of the carrier, the release valve element 34 will be moved to the unseated position by means of the spring 36 and fluid will be re-f' leased from the pressure chamber I8 to the at` mosphere by way o-f the passage 32, the valvev chamber 30, the passages 38, the piston chamber 28 and the release passage 40.' rWhen-fluid isre'Y leased from the pressure chamber |8, it is' also released from the brake cylinder 2 as the brake cylinder is in communication with the pressure chamber |8 by way of the pipe 92, vthe double check valve 9|, the valve element 93 of which is maintained by the spring 95 in a position to permit communication between the pipe 92 and the pipe 20 which communicates with the pressure chamber 8.

`If at any time the operator should remove his footfrom the heel portion of the foot pedal |68, either intentionally or otherwise, the arms |63 of the leverl |6| will be forced upwardly by thexsprings |65, and the operating finger |62 will vbe forced against the end of the valve |41 and Awill move this valve away from its seat so as to permit fluid from the safety control pipe to escape to the atmosphere, and at the same time the valve |48 will be moved to the seated position to cut. ofi` the .further supply of fluid under pressure from the reservoir to the safety control pipe.

Upon the release of fluid under pressure from the safetyl control pipe 85 fluid will also be released from the chamber |00 on the spring side of the valve piston |0|, and on a reduction in the pressure of the fluid on this side. of the valve piston, the valve piston will be moved away from the seat rib |03 by the pressure of the fluid in the chamber |00A acting on the face of the valve piston outwardly of the seat rib |03. When the valve piston |0| moves away fromthe seat rib |03, fluid thereupon flows from the main reservoir 3 by way of the passage |06 to the chamber |08, and therefrom by way of the passage |09 to the double check valve 9|, where it forces the valve element 93 to the left against the spring 95 to out off communication between the brake cylinder and the pressure chamber |8 in the brake valve device and to permit fluid to flow from the passage |09 to the pipe 92 and therefrom to the brake cylinder 2 to effect an application of the brakes.

When the valve piston |0| moves away from the seat rib |03 the valve ||8 moves to the seated position to cut off the flow of fluid from the chamber |08 to the atmosphere by way ofthe passage |2I.

The area of the face of the valve piston |0| outwardly of the seat rib |03 is a relatively large proportion of the total area of the face of the valve piston |0| and the pressure of the fluid from the reservoir in the chamber |00A acting on the face of the .valve piston outwardly of the seat rib |03 will be sufficient to overcome the pressure of the fluid supplied to the chamber |00 from the safety control pipe and of the spring |05, and move the valve piston away from the seat rib |03 when the safety control pipe pressure is reduced only a small amount below the reservoir pressure. The fluid pressure operated device 1' therefore operates very quickly on a reduction in the pressure in the safety control pipe tosupply fluid to the brake cylinder to effect an emergency application of the brakes.

At the same time, when fluid is released from the safety control pipe, the pressure of the fluid in the chamber 82 in the brake valve device will be reduced and the spring 88 will force the latch block 'l5 and the rod '16 to the right, as viewed in the drawing, and the latch block 15 -will engage the lower end of the lever 60 to cause this lever to be rotated in a counterclockwise direction to move the release valve 34 to the seated position and to unseat the supply valve 25 so that the brake valve device is conditioned to supply fluid vunder pressure to the brake cylinder.

system, therefore, provides means to effect an emergencyiapplication of the brakes as a result of release ofpressure from the foot pedal |68.

In order that pressure may be released from the foot pedal 168 of the 'foot valve device 8 when an application of the brakes has been effected there is provided as a part of the brake valve device a latch |85 which is pivotally secured to the lever 64 and which has an end portion adapted to extend into a notch |86 in the latch block l5. The latch |85 is normally urged to the right, as viewedA in the drawing, by a spring |88,^and when the-lever 64 is rotated in a counterclockwise direction, the end of the latch |85 projects into the recess |86 to prevent movement of the latch block 15 by the spring 80 so that when there .has been an application of theV brakes by themanual movement of the lever 64,

the vlatch block 15 cannot be moved to the right,

as viewed in' the drawing, to engage theend of the lever 60 and produce an emergency applicationL of the brakes.

At the same time the latch |85 will be securely held Vby the spring 88 acting through the latch block l5 and forcing the latch against a portion |89 of the main casing section |2. This will preventmovement of the lever 64, towhich the latch is secured, to effect a release of the brakes until the pressure of the fluid in the safety control pipe and in the chamber 82 is reestablished. The emergency section operates, therefore, upon a service application of the brakes of a predetermined degree, and upon a release of the fluid in the safetycontrol pipe to prevent an emergency application of the brakes by operation of the brake valve device, and to prevent the release of the brakes until the fluid pressure is restablished in the safety control pipe. y,

This system also includes means to prevent an emergency application of the brakes by operation of the fluid pressure operated device 'l at a. time when the doors are open. When fluid is supplied to the door engine 5 by operation of the control valve 9 fluid is also supplied to the pipe .|29 which communicates with one side of the double check valve I4. If the operator now re leases pressure on thelfoot pedal |68 so as to vent fluid from the safety control pipe, the pressure of the fluid in thev pipe |29 will cause the valve |90 to be moved to the left, as viewed in the drawing, to cut off communication from the pipe |55, and to permit fluid to flow from pipe |29 to the pipe and passage ||2, and therefrom to the chamber |00 on the spring side of the valve piston |0|, and the pressure of the fluid in this chamber maintains the valve piston in the seated position.

Upon a service application of the brakes or after an emergency application of the brakes followed by the opening of the doors, the double check valve'9| perates to prevent the release of fluid from the brake cylinder by way of the fluid pressure operated device 'I as the valve 93 is maintained by the spring 95, and by the pressure of the fluid in the chamber on the left hand side of the valve, in a position to cut off communication between the pipe 92 and the passage |09 in the fluid pressure operated device 1.

It will be seen, therefore, that the brake valve device has means associated therewith to prevent an emergency application of the brakes by the emergency'section |5 in the event that a service application of the brakes of a predetermined degree has been effected, while the system also has the means to prevent an emergency application' of the'brakes by the'flud pressure' operate'd device 1 lwhen the doors are opened."""f" makes it possible for the voperator to apply the brakes to a predetermined;k degreefto hold the car, and toppen the doors,'fand then remove his foot from the foot'pedal |68 without producing van emergency application yjof"'tlie brakes. However, in the event-that the pressure is released from the fo'ot'pedal |68 'atatime when a predetermined service application of the brakes has not been secured, or `at a time when' the doors are not Opeman emergencyV application of the brakes will bev automaticallyfeifected.

While one embodiment of the brake system provided by this invention has been illustrated in detail, it should be understood that the invention is not limited to these details offl construction and that numerous' changes and modi flcations may be lmade without departin'gl'fro'ni the scope of the following claims. 'f

Having now described-'my invention,i\vhat I claim as new anddesire to secure by Letters Patent, is: *i

1. In a fluid pressure brake, the combination with a brake valve device operable to effect an application of the brakes,` manually operated means for operating said brake valve device,`a safety control pipe, fluidpressure responsive means operated by a variation in the pressure in said safety control pipe for also operating said valve device to effect an application' of the brakes, other fluid pressure responsive means.' operated by a variation in the pressurefin vsaidsafety control pipe for supplying uid under pressure tothe brake cylinder independently of the'brake 'valve device. y Y

2. In a iiuid pressure brake, the combination With a brake 4val-ve device operable to effect an application of the brakes, manually operated means for operating said .brake valvedevice, a safety control pipe, fluid pressure' responsive means operated by a variation in Ythepressurel in said safety control pipe-for also operating said valve device to effect an application of the brakes, other uid pressure" responsive 'means operated by a variation in the pressure in said safety control pipe for supplying fluid under pressure to the brake cylinder independently of the brake valve device, and means operable by manual operation of the brake valve device to effect apredetermined application of the 'brakes for rendering ineifective the uid pressure responsive means for operating said brake valvedevice.

3. In a uid pressurebrake, the combination with a brake valve device operable to effect an application of the brakes, manually operated means for operating said brake valve device, a safety control pipe, fluid pressure responsive means operated by a variation in the pressure in said safety control pipe for also operating said valve device to effect an application of the brakes, other fluid pressure responsive means operated by a variation in the pressure in said safety control pipe for supplying fluid under pressure to the brake cylinder independently of the brake valve device, a uid pressure operated door engine, and means responsive to the supply of uid under pressure to said door engine to open the door for rendering said last named means inoperative.

4. In a fluid pressure brake, the combination with a brake valve device operable to effect an application of the brakes, manually operated means for operating said brake valve device, a safety control pipe, fluid pressure responsive meansroperated by a variation in the pressure in said safety control pipe for also operating said brake yvalve device to effect an application of the brakes,1 means operable by manualv operation of thebrake valve vdevice to effect a predetermined application` of-the brakes for rendering ineffective the fluid' pressure responsive means for operatingk said brake valve device, other fluid pressureV responsive means operated by a variationinthe pressure in said safety control pipe for supplying fluid under pressure to the brake cylinder independently of the brake valve device, a fluid pressure operated door engine, and means responsive to the supply of iiuid under pressure to said door engine to open the doors for rendering the last named means inoperative.

In a fluidpressure brake, in combination, a brake cylinder,"a reservoir, a safety control pipe. a'brakej valve device'operable to effect an applicationV of the brakes, manually operated means for hoperating said brake valve device, a fluid pressure responsive means operated by a variation in the pressure in said safety control pipe for also operating said valve device to effect an application of `the brakes, and means subject to the opposing pressures of the fluid in the safety control pipe and the pressure of the uid in the reservoir and operated upon a reduction in the pressure in the "safety control pipe for also supplying fluid under pressure to the brake cylinder.

6. In a fluid pressure brake, in combination, a brake cylinder, a reservoir, a safety control pipe, a brake valve device operable to effect an application of the brakes, manually operated means for operating said brake valve device, iiuid pressure responsive means operated by a variation in the pressure in` said Asafety controlpipe for also operating said valve device to effect an application of the brakes, means subject to the opposing pressuresof the fluid in the safety control pipe andthe pressure of the fluid in the reservoir and operated upon a reduction in the pressure in the safety control pipe for also supplying fluid under pressure to the brake cylinder to effect an application of the brakes, a fluid pressure operated door engine, andmeans responsive toi the supply of fluid to the door engine to open the doors for rendering said last named means inoperative. 1

' '7. InIa fluid pressure brake, in combination, av brake cylinder, a safety control pipe, a door engine, a brake valve device operable to effect an application vof the brakes, manually operated means .foroperating said brake valve device, fluid pressure responsive'means operated by a variation in the pressure in said safety control pipe for also operating said valve device to effect an application of the brakes, other fluid pressure responsive means operated by a variation inthe pressure in said safety control pipe for effecting an application of the brakes independently of the brake valve device, manually operable means for controlling the door engine, and means operable on movement of said manually operable means to a position to effect opening of the doors to render inoperative the fluid pressure responsive means for effecting an application of the brakes independently of the brake valve device.

8. In a fluid pressure brake, the combination with a brake valve device operable to effect an application of the brakes, manually operated means for operating said brake valve device, a safety control pipe, fluid pressure responsive means operated by a variation in the pressure in said safety control pipe for also operating said valve device to elfect anapplication of -the,brakes, other iluid pressure responsive means' operated by a` variation inthe pressure in ysaid safety con-Y trol -pipe for supplying fluid under pressure to the brake cylinderindependently-of the brake valve device, and means to prevent the` release of fluid underV pressure through the passage through which fluid is supplied to they brake cylinder-independently of thebrake valve device.

9. In a fluid pressurebrake, in combination, a brake cylinder, a brake valve device operable to effect an application vof the brakes, a. safety control pipe, a door engine, manually operated means for effectingoperation of the door engine, fluid pressure operated means for supplying fluid under pressure to the brake cylinder to effect an application of lthebrakes independently of the brake valve device, means for supplying fluid under pressure to said. fluid pressure operated means from the safety control pipe, and means for supplying fluid under pressure to said fluid pressure operated means by operation of the manually operated means for effecting operation. of the door engine to openV the door.

10. In a fluid pressure brake, in combination, a brake cylinder, a brake valve device .operable to effect an application of the brakes, a. safety control pipe, a door engine, manually operated means for effecting operation of the door engine, fluid pressure operated means for supplying uid under pressure to the brake cylinder to effect an application of the brakes independently of the brake valve device, means for supplying fluid under. pressure to said fluid pressure operated vmeans from. the safety control pipe, means for.

supplying fluid under pressure to. said iluidpressure operated means by operation of the manually operated means for effecting operation of the' door engine to open the door, and means to control communication between the safety control pipe and the passage through whichiluid is supplied to the fluid pressure operated means` on operation of the means for effecting operation of the door engine.

ll. In a fluid pressure brake, in combination, a brake cylinder, a safety control pipe normally charged with iluid under pressure, a valve device subject to the pressure of fluidV in saidpipe and operated upon a reduction in pressure in said safety control pipe for supplying. fluid under pressure to the brake cylinder, a car door operating means operated by fluid under. pressure for opening a car door, and valve. means subject to the opposing pressures of fluid supplied to open the car door and of the :duid in the-safetyv control pipe and operatedupon-y a.` reduction in safety control pipe pressure-for cutting. o communication from said pipel to said valve device.

12. In a uid pressure brake, in combination, a- .brake cylinder, a safety control pipe normally charged with` fluid under pressure, a valve device subject to the pressure of fluid in said pipe andoperated upon a reduction in pressure in said safety control pipe for supplying fluid under pressureto the brake cylinder, a car door operating means operatedv by fluid under pressure for opening a car door, and valve means subject to the opposing pressures of fluid supplied to open the car door and of the duid in the safety control pipe and operated upon a reduction in safety control pipe. pressure for cutting off communication from said pipe to said valve device and for supplying uid for effecting the opening of the car door to said valve device. l 13. In a. fluid pressure brake, in combination, a brake cylinder, a reservoir, valve means subject to the opposing pressures of the fluid in f the reservoir and in a chamber and operated on areduction in the pressure of the fluid in said chamber toY supply fluid under pressure to the brake cylinder, a safety control pipe, means for supplying fluid under pressure to said chamber from the safety control pipe and for releasing fluid fromsaid chamber through said safety control pipe, al door engine operated on the supply of fluid under pressure thereto to open the doors.. and. means subject to the pressure of the fluid supplied to said door engine for cutting olf communication between said chamber and the safety control pipe and for supplying iluidunder pressure to saidf chamber.

l14. In afluid-pressure brake, in combination, a brake cylinder, a reservoir, valve means subject to the opposing pressures of the fluid in the reservoir vand in a. chamber' and operated on a reduction-,inthe pressure of the fluid in said chamber tov supply fluid under pressure to the brake cylinder, a safety control pipe, means for supplying-v fluid under pressure to said chamber from the. safety control pipe and for releasing fluid from said. chamber through said safety control pipe,` a door engine operated on the supply of fluid. under pressure thereto to open the doors,

andfmeans subject to the opposing pressures of the fluid supplied Vto the door engine and of the fluid in the; safety control pipe for cutting off the release. of Huid vunder pressure from said chamberl through the safety control pipe.

, JOSEPH C. MCCUNE. 

